Power-transmission mechanism.



No. 810,176- PATENTBD JAN. 16, 1906. J. H. THOMPSON.

POWER TRANSMISSION MECHANISM. APPLICATION FILED FEB. 18. 1905.

2' SHBETSSHEET 1.

2 V IIIIIIIIJIIIIII!ENIIIIININN No.810,176. PATENTED JAN. 16, 1906. J.H. THOMPSON.

POWER TRANSMISSION MECHANISM.

' APPLICATION FILED FEB.18,1905.

2 SHEETS-SHEET 2.

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UNITED STATES PATENT OFFICE.

JOHN H. THOMPSON; OF CHARLESTON, WEST VIRGINIA, ASSIGNOR TO UNIVERSALELECTRIC EQUIPMENT COMPANY, OF BIRMINGHAM, ALA BAMA. A CORPORATION OFALABAMA.

I POWER-TRANSMISSION MECHANISM.

Specification of Letters Patent.

- Patented Jan. 16, 1906.

Application filed February 18, 1905. Serial No. 246,297.

1'0 01,61 w/wm'it may concern:

Be it known that I, JOHN H.-THoMPsoN, a citizen of the United States,residing at Charleston, in the'county of Kanawha and State of WestVirginia, have invented certain new and useful Improvements in Power-Transmission Mechanism; and I do hereby declare the followin to be afull, clear, and exact description 0 the invention, such as will enableothers skilled in the art to which I it appertains to make and usethesame.

This invention relates to power-transmission or driving mechanismdesigned particularly for use in electric train lighting, heat-- ing,orother systems for running a dynamoe electric generator from one of thecar-axles and maintainin a uniform generation of electricity by drrvingthe armature-shaft at a substantially uniform speed and always in anymachine 'or driven shaft from a driving shaft or axle rotatingintermittently or at a variable speed.

The invention provides improvedmechanism of racticable and efficientconstruction and reliable operation, effectively performing thefollowing functions: first, running the driven machine or-shaft, such asthe arma-' ture-shaft of a dynamo-electric generator, at a substantiallyuniform speed from-the driving shaft or axle running at a variablespeed; second, rotating rotates in one or the other direction, and,third, automatically controlling an auxiliary instrumentality, such asan independent battery for supplying electrical energy when thegenerator is not in operation'or an auxiliary motor for operating thegenerator'when not driven from thedriving-shaft.

Without restricting myself tothe specific illustrated construction andembodiment of the invention, since obviously the .same is susceptible ofmodifications in details of construction and arrangementand in respectto the particular mechanisms or devices in- ..tion-disk or face-wheel. Athe driven shaft alwaysin the same directlon whether thedriving-shaftvolved the invention will be fully described with referenceto the accompanying drawings, which form a part of this specification,and'will then be particularly pointed out, and defined in the appendedclaims.

In said drawings, Figure l is a top plan view of mechanism embodying myinvention,

- driven shaft or armature-shaft operated from the driving-shaft orcar-axle when running at moderate speed, with dotted lines indicatingthe changed positions of the mechanism when the armature-shaf t isdriven from the car-axle rotating at high speed. In this view thefriction-disk nearest the observer is not shown, being removed forbetter disclosure of the transmisson mechanism. Fig. 4 is a view similarto Fig. 3. showing the mechanism when the armature-shaft is driven fromthe car-axle rotatingat low speed. Fig. 5 is a face view of a governoron the armatureshaft for controlling the speed by shifting the drivenfriction-wheel to different positions with respect to the center of thedriving fricview of a fragment of the actua ting-governor. A particularexplanation of the illustrated mechanism is as follows: I 1 denotes anelectriclamp circuit connected with a dynamo-electrlc generator 2,

which enerates the electricity for operating the train-lights when thetrain is running.

3 indicates an auxiliary battery for furnishing the electricity when thetrain is at rest or moving too slowly to effectively operate the dynamo,and 4 is a switch for connecting and disconnecting the battery.

5 denotes a driven shaft, here the arma ture-shaft of the dynamo orgenerator.

6 is a slidable hollow shaft snlined on shaft Fig. 6 is a detail 5 andhaving fast thereon a friction-wheel or pulle 7. This friction-wheel 7is shown locate between two confronting friction-disks or largerdrive-Wheels 8, WhlCh are driven from the drivingshaft-in this case fromthe car-axle 9as by belts 10, passing around pulleys 11 on the hubs 1.2of said friction-disks. According to the direction of travel of thetrain one or'the other of these friction-disks 8 contacts with andimparts rotation to the friction-wheel 7, thus running the dynamo As thespeed of the train varies the frictionwheel 7 is automatically shiftedto different positions with respect to the center of its drivingfriction-disk 8, as hereinafter explained, to maintain a substantiallyuniform speed of the armature-shaft.

Referring to Fig. 2, the friction-disks 8 are shown journaled on axles13, projecting inward from -the brackets or standards 14. Eachfriction-disk is allowed a certain movement longitudinally of its axlein order to move to and from contact with the frictionwheel'7. Thismovement islimited in one 2 5 direction by abutment of the hub 12against its thrust-bearing and in the opposite direction by a collar 15on the axle 13. Said collar 15 is preferably contained in a socket 16 inthe center of the friction-disk, and the depth of the socket between thecollar and bod of the disk is the extent of movement of t e disklengthwiseon its axle. The hub 12 of eachdisk is screw-threaded andengaged by a female screw or thread in its pulley 11,.

so that rotation of the ulley in one direction will screw out the hu andthus move the disk into contact with the friction-wheel 7,

while rotation of said pulley in the opposite a shoulder or annu arsurface, as at 18, on the bracket or standard 14. An appro riateantifriction thrust-bearing is also s own,

comprising wearing-plates 19' and an inter-' posed series of bafl-ls 20with a suitable sepas rating-rin 21. for both friction-disks, exceptthat the screws or threads of the two hubs are parallel or in the samedirection, being reversed or opposed when the disks are consideredotherwise than in their confronting relation, so that when 7 onefriction-disk is forced into dri' conaxle it is immaterial which waytact with thefriction-wheel 7 the ot or is kept out of contact, the hubof the latter bein screwed in its ulley. Hence inasmuch afimthfriction-dis are driven from the carthe train travels, for when going inone direction one friction-disk will engage at one side of thefriction-wheel 7, whi e on going in the oppo- The mechanism is the same.

site direction the other friction-disk will enwheel, and hence in eithercase the armatureshaft will be rotated in one and the sam direction.

It is obvious that the armature-shaft 5 will rotate faster when thefriction-wheel7 is driven from the peri heral portion of one of thedriving frictionisks 8 than when it is driven from a more centralportion of said disk. This principle is utilized for maintaining a"substantially uniform speed of said shaft 5, as before mentioned, bysliding the hollow shaft 6 back and forth to move the friction-disk inaccordance with variations in the speed of rotation of thedriving-shaft, which, in the present illustration belng thecar-axle,varies, of course, with the speed of the train. The illustratedmechanism for performing this function is as follows: The slidable shaft6 has oppositely threaded screws, or a right-hand screw 22 and alefthand screw 23. The former is in engagement with an. idle worm-wheel24. The latter is in engagement with an idle worm-wheel 25. As the shaft6 revolves the two wormwheels turn freely, unless one or the other ischecked; but on stopping rotation of either worm-wheel its-teeth, inmesh with one .of the screws, causes the shaft to slide backward orforward, according to which worm-wheel is checked" or held stationary.In the illustrated mechanism the friction-wheel 7 is moved toward thecenter of-its friction-disk by checking the worm-wheel 24 and away fromthe center or toward the eriphery by checking the worm-wheel '25. orchecking the worm-wheels suitable brake mechanism me. be employed, andin this connection 26 an 27 denote divided brake-bands, frictionrings,or straps surrounding the hubs of the worm wheels 24'and 25,respectively, or surrounding annular flanges 28 on said wheels. Saidbrake-bands are preferably of springsteel, each havin one end fixed at29 and the other end free. hey surround the said hubs without frictionalcontact therewith, but are adapted to be tightened around the same tobrake and check or stop rotation of thesaid worm-Wheels.

30 and 31 are brake trips or levers pivo ally attached at 32 to the freeends ofthe brake-bands 26 and 27, respectively.

33 is a s ring interposed between the upper arms 0 the trips or-levers30 and 31, and yieldingly forcing them apart. I

34 is a tri-armed o'r T-shaped brake-actu: ating lever, pivoted at35'between the trips or levers 30 and 31 and having its.o osite arms enaginglugs or sockets. 111 sai evers at36. The medial arm of saidT-shaped lever is pivotally L lever .38, whic connected b is actuated yagovernor for gage on the opposite side of said frictionfriction-Wheel 7to and from the center of the or flanges 28 of the worm-wheels looselyor a link37 with a operating or applying and releasing the brakes.

Any suitable centrifugal governor may be employed for controlling, thebrakes. The illustrated, construction is simple, effective, andparticularly appropriate for the present mechanism and is as follows:The lever 38, to one arm ofwhich the link 37 is connected, has anintermediate fulcrum 39 and has its other arm connected to a ring orcollar 40, mounted loose in a groove on a sleeve 41, which is slidableon but rotatable with the armature shaft, being suitably featheredthereon. Fast on the armature-shaft is a disk or other element 42,having a governorweight, or preferably two oppositely-disposedgovernor-weights 43, pivoted to the disk and drawn inward or toward thecenter thereof by a spring or sprin s 44. These governorweights controlosci latory segments 45 copivotal therewith, and said segments havetheir inner ends provided with cam-grooves 46, which engage lugs 47 onthe sleeve'41. Hence it is obvious that as the weights move in and out,due to variations in the speed of revolution, the sleeve 41 is slid backand forth, thus imparting motion to the brakeactuating mechanism. Thusas the speed of the train varies the friction-wheel 7 is automaticallyshifted to different positions with respect to the center of its drivingfrictiondisk 8. At a certain moderate or normal speed the brakeactuating governor will maintain the brakes released from bothwormwheels 24 and 25, and the wheel or pulley 7 will be driven from thefriction-disk 8 at a point intermediate the periphery and center of thelatter, as shown in fulllines in Fig. 3. Should the speed increase, thegovernor will apply the brake 26 of worm-wheel 24, thus causing theshaft 6 to move the friction-wheel 7 toward the center of the drivingfrictiondisk 8. Should the speed decrease below the aforesaid moderaterate, the governor will apply the other brake 27 of the worm-wheel 25,thus causing the shaft 6 to carry the frictionwheel 7 out toward theperiphery of said fric tion-disk 8. Hence while the train is running apractically uniform rate of speed of the armature-shaftis maintained,notwithstanding variations in the 'motion of the train.

The brakes 26 and 27 may of course be op erated automatically by othersuitable mechanism controlled by the speed of rotation of one of theshafts, and also in place of the Wormwheels 24 and 25 other devices maybe employed for engaging the right and left screws of the shaft 6 forreciprocating the frictionwheel 7.

The mechanism is preferably so arranged or adjusted that thefriction-pulley 7 will be driven from the peripheral and centralportions of the driving friction-disk at certain predetermined speeds ofrotation of the driving-shaft-say at the train-speeds of six and sixtmiles per hour, respectivelythat is, whi e the train is moving at orbelow a speed of six miles per hourthe wheel or pulley 7 is driven fromthe peripheral portion of said disk 8. As the speed gradually increasesthe wheel 7 is moved nearer the center of the driving-disk, and duringthe regular run of .the train at moderate or normal speed said wheel 7is driven from an intermediate position between the center and peripheryof the disk and is shifted back and forth to compensate for thevariations in the velocity of the train and'maintain a uniform rotationof the armature-shaft, as before explained. When the train attains avelocity of sixty miles per hour, the Wheel 7 is driven from the centralportion of the disk or 'at its-extreme inner position.

It is obvious that the continued application of either of the brakes 26or 27 at increasing or accelerating high or low speedswould cause theshaft 6 to carry the wheel or pulley 7 beyond the center or periphery ofits driving-disk 8 unless means were provided to positively release thebrakes independently of the actuating-governor. I provide for suchpositive release of the brakes as follows: The hollow shaft 6 carries alongitudinally-disposed rod 48, shown attached to said shaft at 49. Saidrod carries at its opposite ends trippets or lugs 50 and 51, adapted toengage the upper projecting ends of the brake trips or levers 30 and 31,respectivel to positively and quickly release the brakes when the shaft6, carrying the friction wheel or pulley 7, is moved to one or the otherof its extreme positions. 52 denotes a guide-rod for a guide or sleeve53, attached to said rod 48. When one of the trippets or lugs 50 or 51comes into contact with one of the brake trips or levers 30 or 31, thecorresponding brake 26 or 27 being applied, it rocks or forces thebrake-trip against the tension of the spring 33 and unhooks ordisengages said trip from the brakeactuating lever 34 at 36, thuspositively and quickly releasing the brake.

The mechanism constructed and operating on the principles set forth iswell adapted to control an auxiliary instrumentality such, for example,as a supplemental device or apparatus for operating the train-lights orfor running the dynamo when the-speed of the driving-shaft or car-axleis too low to effectively run the dynamo. As illustrated, the auxiliarybattery 3 is connected and disconnected from the circuit by the switch4, which is actuated for opening by the travel of the shaft 6 and may beself-closing. When the train slows downsay below six miles per hour-andthe frictionwheel 7 is conseguently moved out to the periphery of itsriving friction-disk, the switch 4 is opened by abutment of the wheel 7against the arms 4*. When the speed of the train increases above thispoint, the wheel 7 is moved in toward the center of the driving-disk andthe switch closes.

The operation of the mechanism will be fully understood from theforegoing description, taken in connection with the accompanyindrawings, and hence may be sum.

low speed-say below six miles per hour-- the electricity for operatingthe train-lights is supplied by the battery, the switch 4 having beenopened by the friction wheel or pulley 7 when carried outward or to theperiphery of its driving friction-disk 8 when the train last sloweddown. /Vhen the train starts, one or the other of the friction-disks 8is moved into driving contact with the friction-wheel 7, as previouslyexplained. One disk drives the wheel at one side when the train travelsin one direction. The other disk drives it at the otherside when thetrain travels in the opposite direction, either disk driving the wheelin the same direction, so as to maintain a constant direction ofrotation of the armature-shaft As the speed of the train increases thespeed of the armatureshaft also tends to increase, and hence thebrake-actuating governor applies the brake 26 to the worm-wheel 24,causing the shaft 6 to move the friction-wheel 7 inward or toward thecenter of its driving friction-disk to compensate for the increase inspeed of the train and maintain a uniform rate of rotation of thearmature-shaft. After the velocity of the train reaches, say, six milesper hour, the switch 4 closes, the wheel 7 havingmoved away from the arm4*. During the running of the traina practically uniform rotation of thearmature-shaft is attained by the brakeactuating governor, which appliesand releases the brakes 26 and 27 to cause the shifting of the shaft 6and its wheel or pulley 7 to compensate for increase or reduction ofspeed, as now well understood. At a high speed of the train say aboutsixty miles per hourthe wheel 7 is driven by its fri ction-disk at apoint near the center thereof. When a continued or accelerating highspeed causes a marked or extended application of the brake 26 and aconsequent inward shifting of the wheel 7 to the center of the disk, thelug or trippet 50 comes in contact with the braketrip 30 and disengagesit from the brake-lever 34, thus releasing the brake 26. Likewise, whena decreasing or continued low speed of the train causes a marked orprolonged application of the brake 27 and a consequent outwith thebrake-trip 31 and in the same manner disengagesit from the brake-lever34 and releases said brake 27.

Instead of the mechanism shown for operating the drive wheels or disks 8for moving them into and out of contact with the friction-wheel 7 on thearmature-shaft it may be desirable to actuate said wheels or disks by acentrifugal governor similar to that employed for actuating the brakemechanism or some other similar suitable mechanism, thereby running itsarmature-shaft fromthe driving-shaft only at a certain predeterminedspeed.

I claim as my invention and desire to secure by Letters Patent of theUnited States 1. Power-transmission or driving "mechanism comprising, incombination, driving and driven shafts, a'slidable sleeve or hollowshaft splined on the driven shaft having a frictionwheel and havingright-hand and left-hand screws, a friction-disk or face-wheel driven bythe driving-shaft and coactive with said fric tion-wheel, means forengaging one screw or the other to shift the friction-wheel toward andfrom the center of the friction-disk, and actuating mechanism governedby the speed of one shaft for automatically operating said means tocompensate for variations in rate of speed of the driving shaft.

2. Power-transmission or driving mechanism coin rising, in combination,driving and driven s afts, a slid'able sleeve or hollow shaft splined onthe driven shaft, a frictionwheel carried thereby right-hand andlefthand screws on the driven shaft, a frictiondisk or face-wheel drivenby the drivingshaft and coactive with said friction-wheel, idleworm-wheels engaging said screws, and means automatically controlled bythe speed of the driven shaft for checking rotation of either worm-wheelto shift said" sleeve and thereby adjust the position of saidfrictionwheel with relation to said friction-disk to compensate forvariations in the rate of rotation of the driving-shaft.

3. Power-transmission or driving mechanism comprising, in combination, adriven shaft, a slidable sleeve or hollow shaft splined thereon'havingoppositely threaded screws and a friction-gear also carried thereby, acoactive driving friction-disk or face-wheel, idle worm-wheels in meshwith said screws, brakebands or friction-rings associated with the hubsor flanges of said worm-wheels, an interposed brake-actuating leverconnected with said brake-bands for applying or tightening one or theother, and actuating mechanism thereforautomatically'governed by thespeed of rotation of the shaft.

4. Power-transmission or driving mechanism comprising, in combination, adriven ward shifting of the wheel 7 to the periphery shaft, a slidablesleeve or hollow shaft splined of the disk 8 the trippet 51 comes incontact 1 thereon having oppositely-threaded screws and a friction-gearalso carried thereby, a coactive driving friction-disk or facewheel,idle worm-wheels in mesh with said screws, brake-bands or friction-ringsassociated with the hubs or flanges of said worm-wheels,

brake-trips pivoted to the free ends of said them from thebrake-actuating lever to release the brakes. I

5. Power-transmission or driving mechanism comprising, in combination,driving and driven shafts, a slidable sleeve or hollow shaft splined onthe driven shaft having a friction-wheel and having right-hand andleft-hand screws, a friction-disk or facewheel driven by thedriving-shaft and coactive with said friction-wheel, means for em gagingonescrew or the other to shift the friction-wheel toward and from thecenter of the friction-disk, and actuating mechanism governed by thespeed of one shaft for automatically operating said means to com ensatefor variations in rate of speed of the rivingshaft, said actuatingmechanism comprising a centrifugal-governor on-the driven shaft andoperative connections between the same and said screw-engaging devices.

6. Power-transmission or driving mechanism com rising, in combination,driving and driven s afts, a slidable sleeve or hollow shaft splined onthe driven shaft haying a friction-wheel and having a right-hand andleft-hand screws, a friction-disk or face-wheel driven b thedriving-shaft and coactive with sai friction-wheel, idle worm-wheelsengaging said screws, and means automatically controlled by the speed ofthe driven shaft for checkin rotation of either wormwheel to shift saisleeve and thereby adjust the position of said friction-wheel withrelation to said friction-disk to compensate for variations in the rateof rotation of the driving-sha'ft, and means carried by said slidablesleeve for positively releasing the brakin of the worm-wheels as thefriction-whee is moved to one or the otherof its extreme positions.

7. Power-transmission or driving mechanism comprising, in combination,driving and driven shafts, a friction-wheel on said driven shaft,coactive friction-disks or face-wheels driven by said driving-shaft andarran ed at opposite sides of said friction whee, and

means for moving one of said disks or facewheels into driving contactwith said friction-wheel when the driving-shaft rotates in one directionand the other when said drivirig-shaft rotates in the oppositedirection.

8. Power-transmission or drivingmechanism com rising, in combination, adriven shaft, a riction-wheel carried thereby, and drivingfriction-disks or face-wheels at opposite sides of the periphery of saidfriction' wheel, said driving-wheels having parallel threaded hubs, andpower-applying pulleys engaging said hubs, said pulleys being internallythreaded.

9. Power-transmission or driving mechanism comprising, in combination, adriven shaft, a friction-wheel carried thereby, and confronting drivingface-wheels or fricti ndisks at opposite sides of the periphery of saidfriction-wheel, each face-wheel having a limited movement longitudinallyof its axle and having a threaded hub, internally-threaded pulleysengaging said hubs, said pulleys being confined against lateralmovement, and

the threads of both hubs being substantially parallel or in the samedirection.

10. 'Power transmission or driving mechanism comprising, in combination,driving and driven shafts, a slidable sleeve or hollow shaft splined onthe driven shaft, a frictionwheel carried thereby right-handand-lefthand screws on said driven shaft a frictiondisk or face-wheeldriven by the drivin shaft and coactive with said friction-whe' andautomatic means for engaging one screw or the other to shift thefriction-Wheel toward and from the center of the friction-disk tocompensate for variations in rate of speed of' compensatefo'r variationsin the rate of I'Q- tation of the driving-shaft 12. Power-transmissionor driving mechanism comprising, in combination, a rictio'ndisk orface-wheel, a slidable shaft having oppositely-threaded screws andhaving a friction-gear coactive with said friction-disk or face-wheel,and automatic means for engaging the screws to shift said shaft. I

13. Power-transmission or driving mechanism comprising, in combination,a frictiondisk or face-wheel, a slidable shaft provided withoppositely-threaded screws and a friction gear carried by said shaft andcoactive .with said friction-diskor face-wheel, idleworm-wheels in meshwith said screws, and an automatic brake adapted to check rotation ofthe brake-Wheels.

14. Power-transmission or driving mechanism com risin in combination, adriven shaft, a sli ables eeve or hollow shaft splined thereon havingoppositely-threaded screws and a friction-gear also carried by saidsleeve, a coactive driving friction-disk or face-wheel, idle worm-wheelsin mesh with said screws, brake-bands or friction-rings associated withthe hubs or flanges of said worm-wheels, an interposed T-shaped leverhaving opposite arms connected with said brake-bands, and actuatingmechanism connected with the medial arm of said T-shaped lever.

15. Power-transmission or driving mechism com rising, in combination, adriven shaft, a s idable sleeve or hollow shaft splined thereon havin afriction-wheel and oppositely-threade screws, a driving friction-disk orface-wheel coactive with said frictionwheel, automatic screw engagingdevices adapted for shifting the position of the friction-wheel withrespect to the driving friction-disk, and automatic screw-releasingdevices for preventing shifting of said friction- Wheel beyond certainlimits.

16. Power-transmission or driving mechanism comprisin in combination, adriven shaft, a slidable s eeve or hollow shaft splined thereon havingoppositely-threaded screws and a friction-gear also carried thereby, adriving friction-disk or face-wheel coactive with said friction-gear,idle worm-wheels in mesh with said screws, spring brake-bandssurrounding the hubs or flanges of said wormwheels, each brake-bandhaving a fixed end, brake-trips pivoted to the free ends of said bandsand sprin -forced apart, an interposed T-shaped lever having oppositearms enga ing saidtrips andadapted thereby to app y one brake or theother, a centrifugal governor on the shaft and operative connectionsbetween the same and the medial arm of said T-shaped lever, and trippetscarried by said sleeve adapted to engage said brake-trips and therebydisengage them from said T- shaped lever to release the brakes.

17. Power-transmission or driving mechanism comprising, in combination,driving and driven shafts, a slidable sleeve or hollow shaft splined onthe drivenshaft having a friction-wheel and having right-hand andleft-hand screws, a friction disk or facewheel driven by thedriving-shaft and coactive with said friction-wheel, speed-controlledmeans for engaging said screws for shifting said sleeve to adjust the psition of said friction-Wheel with relation to said friction-disk, andmeanscarried by said sleeve for disengaging or releasing saidscrew-engaging means as the friction-wheel is moved to one or the otherof the extreme positions.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN H. THOMPSON.

Witnesses:

JOHN W. TEWKSBURY, T. E. E. BARTLETT.

